Grease Distribution Bar

ABSTRACT

The invention provides an improved device for the lubrication of railway tracks in the form of grease distribution bar ( 1 ) of simplified construction, which may be machined from a single piece of suitable material. This is possible because the greaseways ( 3 ) are simple, without multiple bifurcations forming complex distribution trees, thus allowing the internal greaseways ( 3 ) to be drilled or machined rather than requiring construction by layering multiple blades. In further aspects, the invention provides improved channels ( 6 ) and nozzles ( 22 ) for grease delivery, and improved grease delivery using a progressive distributor system ( 10 ) and improved means of rapid attachment and disengagement of such a device from the rail to be lubricated.

The invention relates to the lubrication of the rails of railway tracks,in particular, an improved design of wayside lubricator.

BACKGROUND

The principle of lubrication of railway tracks to minimise the wear andnoise resulting from metal to metal contact between wheels and, inparticular, the inner surface of the rail that comes into contact withthe flange of the wheel of rolling stock, is well-known. Devices forapplying such lubrication may be fitted to the wheels of rolling stock(‘on board’ systems) or to the track itself, especially at sites of highwear, such as bends and points (‘wayside’ systems).

Although some systems spray oil, most wayside lubricators pump greasefrom a reservoir, through a series of pipes, to grease distribution barsmounted alongside the track. Such systems may be mechanical, hydraulicor electrically-driven. Usually the former two are actuated by passingtrains contacting mechanical or hydraulic pumps, the latter by aninduction sensor responding to the passing wheels. However pumped, allthese systems feed grease onto the gauge face or surface of the railthrough grease distribution bars or units. The bars or units arepositioned on the side of the rail just below the wheel contact area.Grease deposited on the rail is picked up by the wheel and spread alongthe curve of the track.

Currently known grease distribution bars are of a ‘multiplate’configuration, with a single ‘balanced inlet’ for grease. That is, thebars are manufactured as a series of machined plates or ‘blades’, whichare fitted together to provide the internal structure, and a singlegrease inlet feeds multiple outlets by means of branched ‘tree’ ofsuccessively bifurcating greaseways. It is important that all of theoutlets remain clear and deliver grease efficiently, but very frequentlythe outlets become progressively blocked resulting in failure of theunit to deliver adequate lubrication. Not only does this result inincreased wear and consequent increased maintenance costs, but rapidpremature wear can result in failure and fracture of the rail and/orwheel, with potentially catastrophic results.

Efficient lubrication also depends on effective presentation of thelubricant to the relevant surface of the rail gauge face and gaugecorner with minimum waste and environmental contamination. Currentsystems frequently fail to present the grease efficiently due to poordesign of the grease outlets.

Finally, track maintenance requires regular access to the rails andconsequent removal and repairs to or replacement of grease distributionbars. This removal and subsequent accurate replacement is frequentlytime consuming, dangerous and difficult, particularly where units becomedirty, corroded or covered with misapplied grease. In addition, suchmaintenance exposures personnel to a degree of danger and reduction ofsuch exposure is a significant safety consideration.

There is therefore a need for an improved design of wayside lubricatorto address these shortcomings.

SUMMARY OF INVENTION

In a first aspect, the invention provides simplified construction ofgrease distribution bar, which may be machined from a single piece ofsuitable material. This is possible because the greaseways are simple,without multiple bifurcations forming complex distribution trees,allowing the internal greaseways to be drilled or machined rather thanrequiring construction by layering multiple blades. Any suitablematerial may be used, but aluminium has the advantages of being easy tomachine and light to carry and manipulate. However, in some situations,steel or other alloy or metal may be preferable. The use of non-metalmaterials such as extruded polymers or, especially, composites is alsodisclosed.

A common problem with multiple bladed (‘multiplate’) grease distributionbars is that, if set too high, the top edge of the unit makes contactwith the passing train wheels, with the result that the wheels ‘nip’ theplates together, distorting the grease outlets and causing blockages.The current design overcomes this problem by both its single bladeconstruction and the design of its grease outlets. This inventionminimises current severe problems of blocked or damaged greasedistribution bars and facilitates speedier maintenance, location andremoval times of bars on track, thereby significantly improving safetyand reducing costs.

The invention provides a lubricating device for the rails of railwaytracks comprising

-   -   a. a grease distribution bar comprising a body presenting a        plurality of outlet ports supplied by internal grease ways; and    -   b. a means of delivery of grease to said grease bar        characterised in that the body of said grease bar is of single        piece construction.

As will be clear to any skilled person, ‘grease’ in this contextincludes any lubricant of suitable viscosity and other propertiessuitable for use.

By ‘single piece construction’ is meant that the main body of the greasedistribution bar is machined or cast from a single piece of metal,polymer, composite or other material, or extruded as a one piece unit,rather than being built up of a plurality of blades, sections orsubunits. Conventionally, the internal greaseways of such greasedistribution bars are complex and impossible to machine from a singleblock of material, necessitating a multi-bladed construction usingindividually machined plates. However, the use of simplified greasewayswith essentially linear configurations allows them to be machineddirectly. In one preferred embodiment, the greaseways have diameters ofbetween about 2 mm and about 15 mm, preferably between about 3 mm andabout 10 mm.

Preferably, grease is supplied to each outlet through a dedicatedgreaseway, By ‘dedicated’ is meant that each inlet leads directly to anoutlet, rather than being interconnected via multiple bifurcations tothree or more outlets The pump may be activated by a switching systemthat detects an oncoming train, several systems being well-known in thefield. Alternatively, and especially on lines with low trafficdensities, the pump may be activated at preset intervals by a timer.

In another embodiment, bars of differing lengths may be affixed such asto apply grease to lubricate and reduce noise from adjacent ‘checkrails’ which are aligned parallel with running rails to retain the wheelflange safely where there is an increased risk of train derailment i.e.curves of ‘tight’ radius, bridges and complex track layouts e.g. as atstation approaches and ‘crossing lines’ or road crossings (S&C). Thisembodiment may also be used to apply friction modifier lubricantseffectively to the head of the rail.

A second aspect of the invention relates to the delivery of grease tothe outlet ports. According to this aspect of the invention, lubricant,preferably grease, is supplied to each outlet port in turn. Preferably,the grease is delivered by a progressive distributor device. Thus,rather than pumping grease into a single inlet and thence to all outletssimultaneously, the progressive distributor preferably provides a presetvolume of grease to one outlet at a time, with delivery beingprogressive to each outlet in turn. Depending on the requirements of thesituation, the distributor feeds lubricant to each of the ports in quicksuccession. Typically, the pump may cycle through 5 to 10 ports in 20 to60 seconds. Alternatively, the progressive distributor may distribute toonly some of the ports on each activation or may progress through morethan one cycle of distribution so that each port is fed more than once.

As a result of this, a complex tree of branching greaseways fed from asingle common inlet is not required. Each outlet port is fed from aseparate inlet, connected by a simple internal greaseway and, on eachactivation, a progressive distributor delivers grease to each inlet inturn. As well as simplifying construction, this arrangement also allowsa relatively high pressure delivery to each outlet individually,minimising the risk of blockage, rather than the inevitable loss ofoutlet pressure resulting from a distribution tree to multiple outletsfrom a single inlet.

Although there are clear advantages to the use of a progressivedistributor-type in many situations, it will be clear to one of skill inthe art that the single piece construction disclosed, with its lowback-pressure, dedicated greaseway system can be advantageously employedwith conventional high-pressure delivery systems (HPDSs), connected soas to deliver grease to each inlet simultaneously.

The progressive distributor or HPDS may be conveniently attached to theouter (non-rail-facing) aspect of the body of the grease distributionbar and its multiple outputs each individually connected by a suitableline to a grease inlet. Preferably, these lines are attached to theinlets by means of quick-release couplings, to simplify maintenance.Especially preferred are threadless, “Quick-fix”-type couplings orsimilar. In one embodiment, the inlets are situated on the outer aspectof the body, and the hoses attach by means of elbow joints. This has theadvantage of shortening the hoses required. Alternatively, the inletsmay be on the bottom of the unit. In this arrangement, an essentiallystraight greaseway leading through the body from inlet to outlet port ispossible, which has the added advantage that, should a blockage occur,the greaseway can be easily cleared by probing or independent purging.Preferably, low-cost, flexible grease lines and suitable hydraulic orpneumatic ‘Quick-fix’ fittings are used. Having such lines suppliedpre-primed with grease further reduces the trackside maintenance time

Alternatively, the progressive distributor or HPDS may be attached theinner (rail-facing) aspect of the body of the grease distribution bar sothat when the unit is in position the progressive distributor or HPDSand associated hoses and couplings are concealed beneath the head of therail and behind the unit, especially if the ‘elbow joint’ arrangement ofinlets described above is used. This offers increased protection andgreater security, especially when the track is in an urban situation.

The inlet to the progressive distributor or HPDS is connected to anexternal reservoir and pump, preferably by a flexible connecting hose.The pump may be activated by the approaching train by any of a range ofknown means, for example induction sensors, or the pump may simply beactivated by a pre-set timer. By way of example only, a common reservoircapacity is up to 37 kg for a mechanical or hydraulic unit to 90 kg foran electric unit. Mechanical/hydraulic units are powered by the passingtrains. Electric units are powered by an ‘in situ’ battery charged by asolar panel or wind turbine.

In an alternative embodiment, a plurality of progressive distributors orHPDSs are used, particularly where multiple, or longer, length units arerequired.

A further advantage of the simplified greaseway arrangement is that itallows the use of more viscous lubricants than the conventionalarrangement. This is particularly useful where the device is to be usedin hot and/or very wet environments. To maintain their physicalproperties, lubricants for use in high temperatures may need to be‘stiffer’ or more viscous, and where there is nevertheless a largediurnal variation in temperature, this may lead to lubrication failureat times of more moderate temperatures. Similarly, heavy, persistentrainfall may wash away less viscous lubricants. For instance, currentlymany grease-based systems use NLGI (National Lubricating GreaseInstitute) grade 1 lubricants, which are not ideal in all situations.The grease distribution bar of the current invention is useful forspreading NLGI grade 2 or 3 greases due its low back-pressure greasewaysand use of a progressive distributor.

In one preferred embodiment, the terminal portion of one or moregreaseways bifurcates once to provide two outlet ports. This maintainsthe simple internal structure of the grease distribution bar, and such aterminal bifurcation is easily machined. However, the provision of twooutlet ports per greaseway, each optionally fitted with a closeablevalve such that grease flow may be diverted to either one of the outletports alone, allows any blockage that does occur in an outlet portquickly and conveniently to be cleared. By closing one of the valves theincreased pressure forces grease to flow through the open outlet port,purging any blockage. Since the valves may easily be opened and closedwithout dismantling the device, such blockages as occur may be quicklycleared during routine maintenance inspections. Blockages of this typeare typically caused by external debris contamination i.e. leaves,paper, human excrement or ‘spillage’ from passing trains.

In a third aspect, the invention provides an improved design of greaseoutlet port. In one embodiment, the aim of the outlet port is to providea somewhat free-standing column of grease, such that the grease isefficiently picked up by the flange of the passing wheel. In order toachieve this, the column is shaped and supported by an upwardly disposedchannel or groove as it is extruded from the outlet aperture. Thus theoutlet port preferably comprises an upwardly disposed channel, open onone aspect. In use, this channel presents a column of grease to the faceof the rail to which the grease distribution bar is adjacent whenfitted. The contact of the grease with the surface of the channel,whilst being free of contact on the opposite aspect, has the effect oflightly dragging the column towards the rail, rather than it collapsingaway from the rail.

In one preferred embodiment, the body of the grease distribution bar hasan essentially upright flange, the inner (rail-facing) face of which iscontinuous with the inner (rail-facing) face of the body of the greasedistribution bar and which is, in use, closely apposed to the face ofthe rail. In this embodiment the channel is in the outer face of theflange. Preferably, the base of the channel communicates with the outletaperture, which is itself continuous with the internal greaseway.However, other arrangements which support the grease column by providingan effective channel are possible, for instance freestanding ‘halfpipes’, detachable nozzles or similar structures. In addition, theflange need not be continuous, but may be discontinuous or of varyingheight as required adjacent the outlet apertures to support the emerginggrease column.

It is further preferred that the channel and outlet aperture areelongate, to optimise the shape of the grease column for spreading bythe passing wheel. Alternatively they may be of circular section. Thechannel may correspond to approximately half the shape of the apertureor alternatively to less than half or more than half of itscircumference or shape. Thus the channel may optionally include‘undercuts’ and may partially enclose the extruded grease column.

The spacing of outlet apertures along the grease distribution bar isdependent on the type of lubricant used and the particular application.In a typical example, the outlet apertures may be, for instance, 10 mmto 30 mm along their long axis (along the body of the unit) and about 10mm to about 50 mm apart.

It is also preferred that, in order to further encourage the formationof a stable grease column and prevent ‘drooping’ away from the railface, the longitudinal axis of the upwardly disposed channel is inclinedtowards the inner (rail-facing) face aspect of the device. Morepreferably the channel is angled between about 3° and about 10°; mostpreferably it is angled at about 5°. Preferably the angle of the channelis a continuation of the angle of the terminal portion of the greasewayand outlet aperture.

In an alternative embodiment, each grease outlet port communicates witha nozzle assembly rather than with a channel in a flange. Preferably,each nozzle assembly comprises a laterally compressed nozzle, or atleast a nozzle comprising an elongate orifice so as to provide aflattened sheet of grease and to present this to the rail surface. Acompressed or flattened nozzle shape can be positioned near to the railwith reduced risk of contact with passing wheels. This significantlyreduces the risk of contact with the wheels, compared with a steel bar,and therefore the risk of a possible derailment of a train. Alternativenozzle shapes are possible, including fan-shaped or curved, depending inthe precise shape of rail to be lubricated. Preferably each nozzle isadjustable so that precise positioning with respect to the rail, takinginto account curvature or other irregularity, is possible, optimisinggrease application. A particularly preferred embodiment of a nozzleassembly comprises nozzle and a body, connected by an adjustable link,such as a ball and socket arrangement. Alternatively, the nozzle isdeformably flexible. Nozzles and/or nozzle assemblies are preferablyconstructed of a suitable plastics, nylon or metal (such as aluminium)material suitable to resist corrosion and blockage in a tracksideenvironment. Nozzle assemblies may conveniently be fitted to the outletports of the body of the grease distribution bar by a threadedconnection. Damaged or blocked nozzle assemblies are thereby easilyremoved and replaced. Each nozzle may be shaped with one extruding facemachined away to promote the grease towards the rail gauge face toprovide good pick up by the trains wheels and better lubrication of thetrack and wheels. Nozzles constructed of relatively soft or brittlematerials have the advantage that, should contact with the train wheelsoccur, the risk of damage or derailment to the train, as well as damageto the body and other components of the lubrication device, areminimised. Dislodged nozzles or fragments thereof are also unlikely tocause a risk to trains or trackside equipment, points etc.

In a final aspect, the invention provides rapid and convenient means ofmoving the device away from the rail to allow for maintenance such asrail grinding. The grease distribution bar is fixed to a rail-engagingbase unit, preferably via bracket member) by means of a slideableattachment unit allowing disengagement of the device from the rail by alateral translational movement, followed by upward tilting of the deviceby means of a rotational movement of the attachment unit. Preferably,the slideable attachment unit is spring-loaded and self-retaining. Innormal use, the rail-engaging base unit is firmly attached to the footof the rail and the slideable attachment unit is secured in position bymeans of a locking bolt or similar, with a second attachment pointtaking the form of pivot bar in an elongate slot. When the locking boltis removed, the pivot bar arrangement allows the attachment unit,together with the grease distribution bar, to be slid away from therail, with the pivot bar sliding within the slot. At any point wherethere is sufficient clearance, the attachment unit may be pivotedallowing the whole device to swing upwards clear of the rail and of theground. Not only does this afford access to the rail but also allowseasy inspection of the device. A flexible connection between theprogressive distributor pump and the external grease reservoir allowsthe translational and rotational movements required. This attachmentunit also provides for the grease distribution bar to be supplied in a‘pre-assembled’ state, such that speedy and safe location to the trackmay be achieved with the bar pre-fixed in a safe orientation, secured bythe spring-loaded base unit to allow staff to move to safety in theevent of an approaching train.

In one preferred embodiment, therefore, the lubrication device accordingto the current invention comprises a spring-loaded base unit, saidlubrication device being capable of pre-assembly to allow rapidattachment to the rail by means of said spring-loaded bolt base unit.

As will be cleared to a skilled person, the device of the currentinvention may also be configured for multiple applications, such as usewith a curve rail, check rail and for rail head lubrication. Thisflexibility greatly reduces manufacturing costs for the main body of thedevice.

DETAILED DESCRIPTION OF THE INVENTION

The invention will now be described in more detail, with reference tothe drawings, as follows.

FIG. 1A shows a first embodiment of the device from the outer rail sideaspect.

FIG. 1 B shows a second embodiment of the device from the inner railside aspect.

FIG. 2 shows detail of the grease outlet port configurations. 2A shows avertical section through the body of the grease distribution bar, viewedalong its long axis. 2B shows a plan view (from ‘A’) of a single outletport. 2C shows an enlarged detail of 2A. 2D shows a detailed view of anoutlet port with extruded grease column. 2E shows an alternativeconfiguration with a discontinuous flange.

FIG. 3 shows a sectional view of the purging valve arrangement of the‘double outlet port’ version of the device.

FIG. 4 shows a sectional view along the long axis of the device in placeadjacent the rail.

FIG. 5 shows the formation of grease columns during extrusion from theoutlet ports. In A, grease is shown beginning to emerge from theelongate outlet aperture; in B, the column is beginning to form, incontact with the channel in the flange (3); in C a full height column isshown standing clear of the flange and presented in an optimal positionto be collected by the passing wheel flange when the device is in place.

FIG. 6 shows a sectional view of an embodiment with an adjustable nozzleassembly.

FIG. 7 shows an embodiment of the ‘slide and tilt’ clamping system toallow speedy safe removal of the bar for rail grinding, tamping orrepairs to the bar.

FIG. 8 shows an alternative embodiment with a base block engaged withthe rail via spring-loaded J-bolt for rapid engagement or disengagement.

FIG. 9 shows the device configured for lubrication of a check rail.

Referring particularly to FIGS. 1A, 1B and 2, the body of the greasedistribution bar (1) comprises a plurality of grease inlets (2), whichcommunicate by internal greaseways (3) with outlet ports (4) on theupper surface of the device. A suitable unit is approximately 700 mmlong with multiple fixing holes drilled, which is long enough tostraddle rail sleepers and to allow flexibility as to the location offixing clamps or brackets, or the attachment of the progressivedistributor or HPDS pump, and yet is short enough to take account oftrack curvature and other trackside equipment. Double length, longer orshorter units are clearly possible for special applications. For suchlonger units, one or more further progressive distributor or HPDS mightbe necessary. Typically, the body of the grease distribution bar may beapproximately 85 mm high and approximately 20 mm thick, although thedimensions are not critical except insofar as the body must be suitableto fit with differing rail sections, preferably largely within theconcavity of the ‘web’ of the rail, between the head and the foot. Thebody for the bar utilising detachable nozzles will be of differentsection and configuration to facilitate the nozzles and progressivedistributor or HPDS.

Each outlet port comprises an outlet aperture (5), preferably elongateand continuous with an upwardly-disposed channel (6), which, in use,serves to support and guide the extruded grease so that it forms astable column (7). In one embodiment, the channel (6) is formed in anessentially upright flange (8). Preferably, the flange is approximately2 mm thick and about 10 to 20 mm high, although the exact dimensions arenot critical. Grease is supplied from an external reservoir and pump,preferably by a flexible hose (9), to a progressive distributor or HPDS(10), which then feeds each of the grease inlets (2) in turn orsimulataneously, connected by suitable (preferably flexible andpreferably pre-grease-primed, lines (11) and utilising ‘quick fit’, lowcost and ‘safe maintenance’ hydraulic fittings, or suitable pneumaticfittings. Alternatively, the grease inlets may be on the underside ofthe body of the unit (2*). A suitable progressive distributor is theLincoln SSV (M06-10C). As an example, such a device may dischargeapproximately 0.2 ml grease per stroke and may cycle through discharging8 ports in approximately 30 seconds. In an alternative embodiment,especially for double-length, or longer, units, more than oneprogressive distributor or HPDS may be used in order to supply grease toa significantly increased number of outlets.

The use of double length or longer bars ensures the effective correctapplication of grease to the full circumference of the the train wheelsfor transfer down the track gauge face and gauge corner. This willminimise the onset of rail cracking and unexpected breakage.

In a preferred embodiment, the channel (6) is inclined so that, in useand fitted to the rail (12, as shown in FIG. 4), the extruded greasecolumn is slightly directed towards the rail (12), available for contactwith and spreading by, the flange of a passing train wheel (13), and isalso encouraged to remain in contact with the channel (6). Thecommunicating greaseway may be similarly inclined (3, FIG. 4).

As shown in FIG. 3, in one embodiment, the terminal portion of eachgreaseway bifurcates once so as to provide two outlet ports (4). Distalto the bifurcation, each greaseway is fitted with a valve (14, 15). Whenopen (14), the valve allows grease to pass into the outlet aperture. Innormal use, both valves are left open and both outlet ports operate.However, should one of the ports become blocked, the valve of the otherport may be closed (15) diverting the whole flow to the blocked port.The extra pressure generated purges the port and clears the blockage,after which both valves may be opened to resume normal functioning.

FIG. 6 shows an alternative version of the device having an adjustablenozzle assembly (21) instead of the flange and channel arrangement. Thenozzle assembly (21) comprises a nozzle (22) and a body (23). The nozzleis adjustable, preferably by means of a flexible or ball-and-socket typeof linkage allowing angular movement of the nozzle in any direction. Thebody (23) may be removeably attached to the outlet port, preferably bymeans of a screw thread. Grease may fed into the device from either sideor from the base of the device The nozzle type grease outlet may bemachined away on one side such that the extruding grease will adhere tothe remaining opposite face and subsequently be properly transferredonto the gauge corner and gauge face of the rail. This nozzle outletshape minimises the grease falling away from the rail.

In one embodiment, the device is secured in position by means of a‘slide and tilt’ clamping system, as shown in FIG. 7. The body of thegrease distribution bar (1) is attached via a bracket member (16) to aslideable attachment unit (17), which, in normal use, is fixed to arail-engaging base block (24) by means of a locking bolt (18) and apivot bar (19). The base unit is firmly attached to the foot of therail. The locking bolt, which may be spring-loaded, (18) passes throughaligned holes in the base unit and attachment unit (17), but isremovable. The pivot bar (19) is attached to the base unit but is freeto slide in a longitudinally disposed slot (20) in the attachment unit(17). When the locking bolt (18) is removed, the attachment unit (17)may be both slid along its long axis, thus moving the device away fromthe rail by a translational motion, and also swung upwards, the pivotbar (19) rotating in the slot (20), to lift the device completely clearof the rail and the ground.

In one alternative arrangement, the slideable attachment unit may bespring-loaded such that the unit is urged against the rail but may bewithdrawn and the device disengaged, manually.

As shown in FIG. 8, a further alternative is that the base block (24) towhich the device is attached, is itself attached to the rail by meansof, for example, a J-bolt or similar (25). Optionally, the base block(24) may be spring-loaded (spring, 26) such that the base block is urgedagainst the rail but is capable of being withdrawn manually. The tensionmay be adjustable by, for instance, a helical spring (26) and adjustableretaining nut (27) as shown.

In a further embodiment, the device may be configured for thelubrication of a check rail (28, FIG. 9). An extended nozzle (29) passesacross the head of the check rail (28) to deliver grease (30) to gaugecorner and face of the rail and the outer surface of the flange of thewheel (31).

1-10. (canceled)
 11. A lubrication device according to claim 24, whereinthe longitudinal axis of the upwardly extending channel is inclinedtowards the inner face of the flange.
 12. A lubrication device accordingto claim 11, wherein the longitudinal axis of channel is inclined bybetween about 3° and 10°.
 13. A lubrication device according to claim12, wherein the longitudinal channel is inclined by about 5°.
 14. Alubrication device according to claim 22, wherein each outlet portcommunicates with a nozzle assembly. 15-21. (canceled)
 22. A lubricationdevice for a rail track comprising a grease distribution bar of singlepiece construction and a progressive distributor device connected to thebar to supply grease thereto, the grease distribution bar having aplurality of outlet ports and a plurality of inlet ports, each outletport or each pair of outlet ports being supplied by way of a dedicatedinternal greaseway from a respective inlet port and each inlet portbeing separately connected to the progressive distributor device so thatin use each inlet port and its respective outlet port or pair of outletports is supplied in turn with grease.
 23. A lubrication deviceaccording to claim 22, wherein each dedicated greaseway bifurcates onceto provide two outlet ports, each of these two ports being fitted with aclosable valve such that grease flow from the respective inlet ports maybe directed to either one of the outlet ports alone.
 24. A lubricationdevice according to claim 22, wherein each outlet port comprises anupwardly extending channel open towards one side so as to present acolumn of grease which is lightly dragged in a direction away from theopen side.
 25. A lubrication device according to claim 24, wherein thegrease distribution bar comprises an essentially upright flange havingan inner face and an outer face, the inner face being continuous with aside surface of the bar, which side surface in use is fitted closelyadjacent a side of a rail, and the channel being in the outer face ofsaid flange and therefore open in a direction which in use faces awayfrom the rail.
 26. A lubrication device according to claim 24, whereinthe base of the channel communicates with an outlet aperture that iscontinuous with an internal greaseway.
 27. A lubrication deviceaccording to claim 22 further including a slideable attachment unitwhich serves to attach the grease distribution bar to a rail-engagingbase unit in a manner which allows disengagement of the device from thebase unit by a lateral translational movement, followed by upwardtilting of the device by means of a rotational movement of theattachment unit.
 28. A lubrication device according to claim 22, furthercomprising a spring-loaded base block to which the grease distributionbar is mounted to allow rapid attachment of the bar to the rail by meansof said spring-loaded bolt base block.
 29. A lubrication device for arail track comprising a grease distribution bar of single piececonstruction having a plurality of outlet ports and a plurality of inletports, each outlet port or each pair of outlet ports being supplied byway of a dedicated internal greaseway from a respective inlet port andeach outlet port comprising an upwardly extending channel open towardsone side so as to present a column of grease which is lightly dragged ina direction away from the open side.
 30. A lubrication device accordingto claim 29, wherein each dedicated greaseway bifurcates once to providetwo outlet ports, each of these two ports being fitted with a closablevalve such that grease flow from the respective inlet ports may bedirected to either one of the outlet ports alone.
 31. A lubricationdevice according to claim 29, wherein the grease distribution barcomprises an essentially upright flange having an inner face and anouter face, the inner face being continuous with a side surface of thebar, which side surface in use is fitted closely adjacent a side of arail, and the channel being in the outer face of said flange andtherefore open in a direction which in use faces away from the rail. 32.A lubrication device according to claim 29, wherein the base of thechannel communicates with an outlet aperture that is continuous with aninternal greaseway.
 33. A lubrication device according to claim 29,wherein the upwardly extending channel has a longitudinal axis which isinclined towards the inner face of the flange.
 34. A lubrication deviceaccording to claim 33, wherein the longitudinal axis of the channel isinclined by between 3° and 10°.
 35. A lubrication device according toclaim 34, wherein the longitudinal axis of the channel is inclined byabout 5°.
 36. A lubrication device according to claim 29 furtherincluding a slideable attachment unit which serves to attach the greasedistribution bar to a rail-engaging base unit in a manner which allowsdisengagement of the device from the base unit by a lateraltranslational movement, followed by upward tilting of the device bymeans of a rotational movement of the attachment unit.
 37. A lubricationdevice according to claim 29, further comprising a spring-loaded baseblock to which the grease distribution bar is mounted to allow rapidattachment of the bar to the rail by means of said spring-loaded boltbase block.